Internal-combustion engine of the two-cycle type.



E. W. PEIIER.

INTERNAL COMBUSTION ENGINE OF THE TWO-CYCLE TYPE.

APPLICATION TILED MAY 3. I916.

l 296, 2 1 4E Patented Mar. 4, 1919.

V PE'ITER,

ERNEST WILLOUGHBY BETTER, OF YEOVIL, ENGLAND.

INTERNAL-COMBUSTION ENGINE OF THE TWO-CYCLE TYPE.

Specification of Letters Patent.

Patented Mar. 4, 191a.

' Application filed. May 3, 1916. Serial No. 95,033.

To all whom it may concern:

Be it known that I, ERNEST WILLOUGHBY residing in Yeovil, Somerset, England, a subject of the King of Great Brltain and Ireland,'have invented certain new and useful Improvements in or Relating to Internal-Combustion Engines of the Two- Cycle Type, of which the followlng 1s a specification. v

This invention relates to two cycle 1nternal combustion engines of the kind in which air is compressed in the crank case of the engine by the downward thrust of the piston, the compressed air being conducted to the cylinder and there utlhzed to support combustion and to force the fuel from the fuel chamber into the cylinder when the inlet port is uncovered by the piston.

In some engines of this type the fuel is conveyed from the fuel chamber or othersource of supply to the cylinder by means of a pipe leading through a chamber to a nozzle, a non-return valve being dlsposed between the nozzle and the pipe, and the amount of fuel supplied being regulated by a hand-operated valve.

In engines of this type the top of the p1s= ton is provided with a deflector whrch d1- rectsthe explosive mixture upward in the cylinder.

The object of this invention is to provide an improved engine of this type.

According to this inventlon the valve placed in the assage between the crank case and the cylindhr and oscillated under the action of the overnor to cover and uncover a port is cam-shaped, the curve of ts periph- .ery being first steep so as to rapidly cover the port during the first part of its movement, the steep part being followed by rather a fiat curve, so that the port holes are allowed to remain unaltered by the action of the governor for a certain further range of movement, this portion being followed by a sudden rise or steep curve which completely covers the port holes when the speed reaches a certain predetermined velocity.

In use when the engine is at rest the port holes are fully open. When the eng1ne is started the engine governor causes the disk valve to be moved on its axis so that when the engine reaches its normal speed the disk valve commences to cover the port holes, and

immediately the speed increases, the port holes become nearly covered by the effect of the steep curve of the periphery of the valve, leaving only a comparatively small opening. The port holes are allowed to remain unaltered by the action of the governor for a certain further range of movement which is effected by the flat curve following the steep curve above referred to. Finally the speed reaches a point when the disk valve completely covers the port holes due to the sudden or steep curve of the valve.

It has been found with oil engines of the types referred to that slight variations and inaccuracies which arise in the course of manufacture in the sizes of ports and passages-end which are often unavoidable aflect considerably the supply of air passing to the cylinder and thereby the running of an engine. I modify the effect of such inaccuracies by drilling one or more holes in the disk valve.

In an engine made in accordance with this invention the nozzle projects into the passage between the crank chamber and the cylinder whereby fuel is drawn into the nozzle during the suction period of the crank chamber cycle. It is provided with an air passage for the purpose of admitting air during the compression period of the crank chamber cycle to mix with and atomize the fuel, but in my improved design this air passage is now made very short and is not provided with an air chamber. I place the non-return valve in or close to the chamber in which the oil is located prior to it being drawn into the cylinder, in which position it is always covered with fuel oil, and never in ,contact with air nor with the products of combustion which would be liable to set up corrision.

The cylinder head of the engine is made in a shape corresponding approximately with that of the deflector on the piston, and when the piston is at the point of highest compression, the whole charge is compressed into the cylinder head. The effect of this is that when t e mixture of fuel and air enters the cylin er and is directed upward into the cylinder head with the piston also traveling rapidly in the same direction the combustible mixture compressed into the cylinder head is richest on that side of the deflector against which the incoming charge impinges. It is at this place that the sparking plug is fixed in order to obtain the explosion with greatest certainty.

Figure 1 of the drawings is a sectional elevation of an engine made in accordance with this invention;

Fig. 2 is a detail of the valve 9.

Fig. 3 shows the valve in another position.

The engine comprises any desired number of cylinders a disposed vertically and each provided with an independent crank chamber I) connected to the combustion chamber of the corresponding cylinder by an air passage 0 opening into the cylinder at d. The lower face of each piston 6 acts in the known way as a pump to draw air through the valve f into the crank case b on its up stroke and to compress it therein on its down stroke. The connection between each crank case b and the corresponding air passage c is regulated by a plate valve 9 controlled by the engine governor.

In the passage 0 is a fuel nozzle h which projects into the cylinder air port (Z. Liquid fuel is supplied by the pipe 0 to the reservoir m and from thence by a pipe at through the chamber 0 to the nozzle h. A non-return valve p is disposed in the chamber 0 and a hand-operated valve 9 is disposed in the pipe 12 to regulate the supply of fuel to the nozzle. Between the nozzle h and the valve 9 an orifice h is made communi eating with the air space around the nozzle. The reservoir 722. may be. provided with a float if desired to control the flow of liquid.

The valve 9 may be provided with holes g and may be formed with curved faces 1' and 8 working over two or more holes such as t to regulate the quantity of air. The small holes 9 of the disk valve can be drilled to any suitable size and form a convenient method of increasing the air supply to any degree which may be found necessary when testing the engine in order to correct the variations and inaccuracies which arise in the course of manufacturing. It has the advantage that the 'additional area of the opening thussecured remains constant for a considerable movement of the disk valve across the opening. Fig. 3 shows the disk valve moved to a po sition leaving only a comparatively small opening in the port hole. at is a lubricator from which oil is conveyed to the crank case through the air valve f. The inside of the cylinder head is shaped as at v corresponding approximately with the shape of the deflector w. The sparking plug 'w is placed at a point where the explosive mixture is richest.

When the piston is up, the holes at k and h in the fuel nozzle are acted upon by the vacuum in the crank case whereby the fuel is sucked into the nozzle. When the piston is down, the pressure in the crank case acts through the hole h upon the fuel in the nozzle and drives it out through the hole h which is subject to the atmospheric pressecure by Letsaid conduit, an air inlet from said passage to said nozzle, said air inlet being disposed between the end of the nozzle and the nonreturnyalve, ports in said passage between the sald nozzle and said crank chamber, means for rapidly closing the said ports to a predetermined area on the speed of the engine attaining a predetermined velocity, for leaving the ports unaltered during a pre determined range of variation of velocity,

and for closing the port when the speed of the engine attains a certain higher predetermined velocity, said ports being opened conversely as the speed of the engine falls.

2.- An internal combustion engine comprising acyli'nder, a piston working in said cylinder, a crank chamber, a combustion chamber disposed at one end of'said cylinder, means for admitting air to said crank chamber, a passage from said crank chamher to said combustion chamber, a source of fuel supply. a nozzle adapted to discharge into said cylinder, leading to said nozzle, a non-return valve in said-conduit, an air inlet from said passage to said nozzle, said air inlet being disposed between the end of the nozzle and the nonreturnvalve, ports in said passage between the said nozzle and disk valve disposed in said passage to cover and uncover said ports, means for imparting angular movement to said disk valve, the curve of the periphery of said disk valve being first stee followed bv a flat-curve, followed b a sudden rise.

An internal combustion engine comprislng a cyllnder, a piston working in said cyllnder, a crank chamber, a combustion chamber disposed at one end of said cylinder, means for admitting air to said crank chamber, a passage from said crank chamber to said combustion chamber, a source of fuel supply, a nozzle adapted to discharge into sald cyllnder, a fuel supply conduit leadlng to said nozzle, a non-return valve in said conduit, an air inlet from said passage a fuel supply conduit said crank chamber, a

to said nozzle, said air inlet being disposed between the end of the nozzle and the nonreturn valve, ports in said passage between the said nozzle and said crank chamber, a disk valve disposed in said passage to cover and uncover said ports, means for imparting angular movement to said disk valve, the curve of the periphery of said disk valve being first steep, followed by a fiat curve, followed by a sudden rise.

, 4. An internal combustion engine comprising a cylinder, a piston working in said cylinder, a crank chamber, a combustion chamber disposed at one end of said cylinder, means for admitting air to said crank chamber, a passage from said crank chamber to said combustion chamber, a source of fuel supply, a nozzle adapted to discharge into said cylinder, a fueL supply conduit leading to said nozzle, a non-return valve in said conduit, an air inlet from said passage to said nozzle, said air inlet being disposed between the end of the nozzle and the non-return valve, ports in said passage between the said nozzle and said crank chamber, a disk valve disposed in said passage to cover and uncover said ports, means for imparting angular movement to said disk valve, the curve of the periphery of said disk valve being first steep, followed by a fiat curve, followed by a sudden rise, means for correcting the variations and inaccuracies which arise in the manufacture in the sizes of ports and passages, said means comprising at least one hole in said cam shaped disk valve.

5. An internal combustion engine comprising a cylinder, a piston working in said cylinder, a crank chamber, a combustion chamber disposed at one end of said cylinder, means for admitting air to said crank chamber, a passage from said crank chamber to said combustion chamber, a source of fuel supply, a nozzle adapted to discharge into said cylinder, a fuel supply conduit leading to said nozzle, anon-return valve in said conduit, an air inlet from said passage to said nozzle, said air inlet being dlsposed between the end of the nozzle and the nonreturn valve, ports .in said passage between the said nozzle and said crank chamber, a disk valve disposed in said passage to cover and uncover said ports, means for imparting angular movement to said disk valve, the curve of the periphery of said disk valve being first steep, followed by a flat curve, followed by a sudden rise, sald piston being provided with a deflector and said combustion chamber being formed to correspond approximately with the shape of the deflector.

6. An internal combustion engine comprising a cylinder, a piston working in said cylinder, a crank chamber, a combustion chamber disposed at one end of said cylinder, means for admitting air to said crank chamber, a passage from said crank chamber to said combustion chamber, a source of fuel supply, a nozzle adapted to discharge into said cylinder, a fuel supply conduit leading to said nozzle, a non-return valve in said conduit, an air inlet from said passage to said nozzle, said air inlet being disposed between the end of the nozzle and the nonreturn valve, ports in said passage between the said nozzle and said crank chamber, a disk valve disposed in said passage to cover and uncover said ports, means for imparting angular movement to said disk valve, the curve of the periphery of said disk valve being first steep, followed by a flat curve,

followed by a sudden rise, and means for supplying oil from alevel above said nonreturn valve.

In witness whereof, I have hereunto signed my name in the presence of two subscribing witnesses.

ERNEST WILLOUGHBY PETTER- Witnesses ELLEN MAUI) SMITH, ROBERT MILTON SPEARIOINT. 

